Fuel regulator for motor temperature conditions



1941- L. H. MESSINGER, JR 2,264,997

FUEL REGULATOR FOR MOTOR TEMPERATURE CONDITIONS Filed May 24, 1940 2sheets-shat 1 /0/) /64a /2 r w w ELM"? /4 INVENTOR Les-ran H. Masswqm,JR-

2, 1941- L. H. MESSINGER- JR 2,264,997

FUEL REGULATOR FOR MOTOR TEMPERATURE CONDITIONS I Filed May 24, 1940 2Sheets-Sheet 2 INVENTOR LESTER H. MEssmGERJR.

ATTORNEY Patented Dec. 2, 1941 FUEL REGULATOR FOR MOTOR TEM- PERATUKECONDITIONS Lester H. Messinger, Jr., Trumbull, Conn., assignor toMessinger Devices, Incorporated, Bridgeport, Conn, a co poration ofConnecticut Application May 24, 1940, Serial No. 336,913

26 Claims.

This invention relates to new and useful improvements in fuel feedingmeans for internal combustion engines and has particular relation tomeans for facilitating the starting of a cold internal combustion engineand the means for the feeding of mixture to the engine.

The objects and advantages of the invention will become apparent from aconsideration of the following detailed description taken in connectionwith the accompanying drawings wherein a satisfactory embodiment of theinvention is shown. However, it is to be understood that the inventionis not limited to the details disclosed .but includes all suchvariations and modifications as fall within the spirit of the inventionand the scope of the appended claims.

In the drawings:

Fig. 1 is a view partly in side elevationand partly in section showingan embodiment of the invention as applied to a horizontally operatinginternal combustion engine equipped with an updraft carburetor, theparts being positioned as when the engine is cold and is not operating;

Fig. 2 is an enlarged view mostly in section but with some parts inelevation and showing in detail the relation of the parts in connectionwith one construction of carburetor, the parts being positioned as whenthe engine is idling but cold;

Fig. 3 is an edge elevational view of a means employed in practicing theinvention;

Fig. 4 is a sectional view on the scale of Fig. 2 through a head-likeportion of the means of Fig. 3 and showing the parts thereof positionedas when an engine equipped with the device is at an operatingtemperature:

Fig. 5 is an elevational view looking downwardly on the means of Fig. 4;and

Fig. 6 is an enlarged longitudinal sectional view through a meteringmeans employed.

Referring in detail to the drawings at I8 is shown a portion of ahorizontally arranged internal combustion engine of an automobile, asfor example, a bus. Explosive mixture is fed to the engine ill from acarburetor through an intake line or conduit generally designated l2. Itis to be understood that the invention is not limited in its applicationto the type of engine shown and further, is not limited to the up-drafttype of carburetor shown and which is later herein described in detail.

Intake line i2 has a main explosive feeding passage l3 therethrough andincludes a portion having a jacket I4 thereabout and through which hotexhaust gases from the engine are passed. This construction is wellknown and provides what is known as a hot spot about a portion of themixture passage for the purpose of assisting in the vaporizing of thegases being fed to the engine. Beyond the jacket l4 a manifold l5 servesto provide a portion of the passage l3 and has a multiple of arms l6connected with the engine block.

Carburetor is of well-known make and includes a liquid fuel chamber anair inlet l8, which through a connection I9, is fed from an air cleaner(not shown), and a riser portion 20 connected with the lower end of theline or conduit l2, and providing an explosive mixture passage 2|.Within the carburetor an opening 22 in a wall 23, together with a tube24 provides a balancing passage connecting the upper portion of thechamber I1 (above the level of the liquid fuel therein) with the airinlet |8.

The carburetor includes upper and lower portions 26 and 21 between theadjoining edges of which is arranged a sealing gasket 28. Gasoline orother liquid fuel is supplied to the carburetor through an inlet 29 andthe level of the fuel in the chamber I1, is controlled by a valve 38, inturn controlled by a float 3|. Through a metering jet 32, fuel from thechamber I1 is admitted to a passage 33 from which it enters the maindischarge jet or nozzle 34 of the carburetor, and from the discharge end35 of which the fuel is taken up by air drawn through the large andsmall venturis 36 and 31 when the engine throttle valve 38 is open andthe engine is operating. Associated with the main discharge jet 34, isthe usual high speed bleed jet 39.

Carburetor II is provided with the usual tube 40 including a lateralpassage 40a to discharge opening 4|. A needle valve 42 threaded in awall of the carburetor controls the volume of air admitted to passage42a through a port 42b and thus, the richness of the mixture dischargedthrough jet or opening 4|. Valve 42 is for the present purpose in arelatively wide open position where it offers little obstruction to themovement of air into passage 42b from the passage 2|. In structuresheretofore used, opening 4| has been the idle discharge opening of thecarburetor, but according to the present invention, the throttle valve38 is so located that when in closed position, it is disposed with itsedge above said opening 4|, whereby the latter is open to atmosphericpressure. The throttle valve 38, when in its closed position,substantially cuts off the fuel chamber of the carburetor from the riserportion thereof and other means 'includes a vacuum piston 44,communicating with the fuel passage 2| above the throttle valve 38 asthrough a port or passage 4!. The accelerator pump piston 46 isconnected with the lower end of rod 41 and a coil spring "surrounds saidrod.

When a high degree of vacuum is created in the passage 2|, it iscommunicated through the passage 45 to piston 44, and draws the sameupwardly, resulting in the pump piston 46. being drawn upwardly to suckgasoline or other fuel into the pump from the chamber II. This actionalso compresses the spring 48. gree of vacuum in the passage 2| beingmaterially reduced, the spring 48 acts or expands to cause the pump 43to discharge through the passage 49 into the main jet 34 at 50.

Owing to the use of the air cleaner (not shown), together with itsconnections, there is astatic suction pressure in the air inlet passagel8 and the purpose of the passage through the tube 24 and the wall 23 isto equalize such suction pressure in said passage i8 and in the fuelchamber l1. Thus, the effect of static suction pressure in the fuelfeeding or mixing chamber of the carburetor is cancelled out due to thesame static suction pressure existing in the chamber ll. Therefore,under normal operating conditions, fuel is fed to the engine only due tothe velocity pressure in the fuel feeding or mixing chamber of thecarburetor. Heretofore it has been the custom to mount a choke valve inthe air inlet i8 whereby on closing of such valve, the suction pressurein the mixing or fuel chamber of the carburetor is increased for thepurpose of supplying additional fuel to the engine. 'I'hus, starting andoperation of the engine while cold, has been facilitated. According tothe present invention, the choke valve is omitted.

Secured above the carburetor against a side of the jacket I4 is a meansgenerally designated and including an elongated body 52, having a hollowheadlike portion or casing 53 at its lower end. Said means is providedwith openings 54 through which are passed securing means 540, attachingit to the Jacket l4 or otherwise as desired.

The head-like portion 53 of the means Si is provided with upper andlower passages 55 and 58 shown as substantially parallel, although asthe description proceeds, it will become apparent that such relation isnot essential. At their rear ends the mentioned passages may communicatethrough a cross-passage 51, while at their forward ends, they are incommunication through a cross passage 58. An element generallydesignated 59, is secured in an opening 60 in portion 53 by means of aset screw or the like ii, and as shown, is in alignment with the passage55.

, end portion 88 thereof.

On the deor openings I in the forward reduced diameter At the forwardend of head 53 and in alignment with passage II is a tapped port oropening I0 in which'is received an end of a tube II which, at its upperend, is secured to a wall of the jacket l4 as by fitting II. A drilledopening I4 in a solid portion of said Jacket l4 places the upper ordischarge end of the tube 12 in communication with the fuel intakepassage It. A lateral protuberance I! on the head-like portion II servesas a connection for the upper end of a relatively large diameter tubeIt, the lower end of which is secured to the connection II at TI, andcommunicates with the interior thereof to receive therefrom, air whichhas passed through the cleaner (not shown). From this it will beunderstood that cleaned air is supplied \to the cross-passage 51 andthat the air enters about the spud 64 since it is clear from thedrawings that the opening through the protuberance I5 is of greaterdiameter than said spud.

A metering device comprising a T-shaped fitting 18 has its centralbranch I! threaded into the wall of the carburetor Ii at a point wellbelow the level of liquid fuel in the' float chamber. Thus. liquid fuelmay flow into the passage 80 of said branch and, through a restriction8|, into a longitudinal passage 82, one end of which communicates with atube 83 while the other end communicates with a tube 84, but

through an intervening restriction 4!. Nuts ll and I! serve to securethe tubes 83 and 84 respectively to the fitting 18. At its upper end thetube 83 is secured to the threaded extension i3 of the element 59whereby to discharge into passage 62 through said element. A nut ll maybe used for securing the end of the tube to the extension. A similarmeans or nut I! secures the upper end of tube 84 to the outer, end of ajet or nozzle 90 threaded into an opening in the head-like portion 53and which opening aligns with the passage 55 in said portion. A lock nutElement 59 has an opening 62 extending enand 4 are of lesser diameterthan the body of element 59 from which they protrude. Within passage 55is a slidable valve 66, having a passage 61 extending from the rear endthereof and communicating with readily extending passages 9|, onthe jetor nozzle 80,121 adapted to secure the latter in the desired positionwith its discharge end set closer to or at a greater distance from thetapered entrance 9! to the passage 5'.

Intermediate its ends valve C6 is provided with a notch 93 receiving thelower end portion of a bi-metallic thermal element 84, the upper end ofwhich is secured to thebracket body 52 as by nut and bolt means 95.Associated with the element 94 is a second and stiffer bi-metallicthermostatic element 96, also secured at its upper end by the nut andbolt means 95. Element ll is held to a limited movement .in onedirection by a stop screw 9'! threaded through the body of means Ii andpassing freely through an opening 9! provided for that purpose in theelement 94. The thermostatic elements 94 and 96 are located in apocket-like portion 89 of the body 52 and such pocket is closed by acover plate I00, secured in place by screws Hll or the like, whereby theentrance of dirt, which might interferetevgith the action of thethermostats, is preven Assuming that the engine is cold, the parts of jthe present fuel regulator will be positioned as in Fig. 1 with thethermal'element 94 holding the valve member 66 in position with its andIII against the inner end of the spud 64. At this time the passage 81through the valve, is closed offfrom communication with the crosspassage 51 in the head 53 but is in communication with the port 82 andthus, with the tube 83. 'It is noted that the valve 66 is ofconsiderably greater diameter than the spud 64 and thus, a considerableportion of the valve end I02 is exposed to the pressure (atmospheric) inthe passage 51 about the spud.

The valve being positioned as described, its end surface I03 is spacedfrom a valve seat I04 about the connection betweenpassage 55 and theoutlet II. When the engine is not operating the valve end 102 is againstthe spud 64 and therefore, as the engine is cranked the vacuum inpassage 61 is nearly the same as that in the intake l3 at the engineside of the throttle valve. Therefore, under conditions of low suctionin the engine (that is, during cranking of the engine by the usual selfstarter) the throttle valve 38 being closed, fuel will be drawn from thecarburetor upwardly through the tube 83 to the passage 62.

Since there is atmospheric pressure against a considerable area of thevalve end I02, the suction applied to the valve end I03 during crankingof the engine results in a very slight movement of the valve away fromspud 64 against the opposition of thermal element 94. Thus, a restrictedopening for the entrance of air from passage 51 into the valve passage61 is provided. Jet 62 supplies fuel to the mentioned air and themixture of fuel and air, constituting a very rich charge, is taken intothe engine through tube 12 and passage I3. As-soon as the engine beginsto fire, a greater suction is developed due to the more rapid action ofthe engine pistons and such suction tends to draw the valve further fromthe spud 64 as to the position of Fig. 2 wherein the thennal element 94engages the element 96.

Element 94 functions as a weak spring to keep the valve 66 in theposition of Fig. 1 but such element becomes less and less of a spring asit heats up during operation of the engine. The element is so set ordeflected that it is under tension in the position of Fig. 1 and isconstantly, while cold, urging the valve to the position there shown.The element 96 is heavier and is set under more tension than the element94.

During cranking of the engine while cold, there is a greater suctionpressure in the tube 83 than in the tube 84. As the cold engine'fires,there is an increase in total suction pressure available and this isdistributed in such manner that the suction pressure in tube 84 isgreater than that in tube 83, while as the engine heats up, this suctionpressure changes further in favor of tube 84. As valve 66 seats, thereis a further increase in the suction pressure in tube 84. Y

The valve 66 being against the spud 64 as the cranking of the enginestarts, a slug of fuel is drawn through the tube 83 and there is atendencyof air to move downwardly through the tube 84 and a very richpriming charge is fed the engine. As the engine begins to idle thesuction pressure through the tube is reversed and air from the passage51 moves downwardly through the tube 83 and the idling fuel for theengine is drawn upwardly through the tube 84.

Air moving downwardly through the tube 83, mixes with the fuel flowingthrough the restriction 8| and this mixture is sucked through therestriction 85 into tube 84. As this rich mixture is discharged bynozzle 90, additional air is added to the mixture and it moves throughpassage 56 to passage 58. At this time no fuel but only air is movingthrough the valve 66 and such air at T0 and the combined mixture isdelivered to the engine.

The suction pressure in tube 83 is obviously transmitted to passage 82increasing the flow of fuel through the restriction 8| so that arelatively rich mixture is drawn upwardly through the tube 84 but isdiluted at and again at 10 so that a A large volume of a proper idlingmixture is fed to the engine whereby the latter idles at a speed abovenormal idling speed.

As the engine warms up and the valve 66 moves toward the seat I04, thesuction pressure in tube 83 is reduced and thus is less effective on therestriction 8| so that fuel does not move through the restriction in thesame quantity. Thus, as the engine warms up, the charge moving upwardlythrough tube 84 is less rich and it is diluted at 92 as previously butsince the valve 66 is approaching its seat I04, the dilution takingplace at 10 is not to the same extent as formerly. Therefore, an idlingcharge of constant richness but of a reduced volume is fed to theengine, as the latter approaches operating temperature.

Finally, as the engine reaches an operating temperature and. the valve66 closes, there is less suction pressure in tube 83 to act on therestriction 8| so that less fuel moves through said restriction andpasses through restriction 85 and up through tube 84. This somewhat morediluted mixture is further diluted at 92 and at this point is, in fact,reduced to an idling charge of proper richness. Valve 66 being closed,there is no further dilution of the charge at 10.

Therefore, it will be understood that when the engine is idling at anormal temperature, it is receiving an idling charge of considerablyless volume than when idling cold. Therefore, the

idling speed of the engine when the valve 66 closes, drops to the normalidling speed.

From the foregoing it will be understood that when the engine begins toidle (while cold) the mixture fed to it is leaner than the originalpriming charge but is in greater volume than that supplied duringcranking. This extra volume of mixture causes the more rapid idling ofthe cold engine. The priming charge is fed through tube 12 andassociated parts and the idling charge both while the engine is cold andafter it becomes hot, is fed through the same tube, the throttle valveduring all this time being substantially closed.

Thus, the tube 12 and its associated parts provide an auxiliary orindependent charge supplymg means for the engine. As the engine warmsup, the thermal elements 94 and 96 being mounted on the jacket I 9'arealso being heated and will tend to move toward the left as viewed inFigs.

1, 2, and 4. During such movement the elements tend to move the valve 66to the closed position of Fig. 4 wherein the valve is engaging its seatI04.

The suction of the engine augments the described tendency of the thermalelements and in fact, the movement of the valve due to engine suctionkeeps the valve in advance of any position that would be given it by thethermal elements as they heat. After the valve reaches the position ofFig. 2 on further softening of the thermal elements. a high suctionacting on the valve end I03 will cause the same to suddenly close.However, should-the suction pressure fall at this time, the valve willmove back toward open position to augment the charge being fed theengine. When the engine reaches the desired operating temperature, thethermal elements have mixes with the described mixture of fuel and air75 moved in accordance with their nature and are holding the valve inthe closed position of Fig. 4.

If four inches of pressure are required to force the normal idling fuelthrough the restriction ll, such pressure may be obtained by locatingthepassage 80 two inches below the level of fuel in the chamber I1 and theother required two inches are due to the resistance in tube 83 to airbein drawn through restriction 85. Such restriction 85 reduces theeffect of the suction in tube 84 on the passage 82. Thus, there might be40 inches of suction pressure in tube 84 and only two inches eii'ectivein passage 82. Therefore, it will be understood that the suction inpassage 82 depends on the sizeof restriction 85 and the location ofnozzle 90 to the seat 92.

Depending on the adjustment of said nozzle or jet 90 relative to theseat 92, more or less cleaned air from the cross-passage 51 is added tothe mentioned mixture and moves with it through passage 96 to the tube12 and thus, to the intake l3. From the foregoing it will be seen that.the

fuel moving through restriction 8| is immedi-.

ately mixed with air at a point considerably below the level of liquidfuel in chamber 11 and thus the engine suction is' required to lift thisidling charge only in the form of a vapor and not in the form of liquidfuel, from a very low level.

The actual proportion of fuel and air in the idling charge is controlledby the relation of the forward end of nozzle 90 to the tapered entrance82 of passage 56. This relation may be adjusted as above described bybacking of! the lock nut 9| and adjusting the nozzle to the desiredextent after which the lock nut is again tightened. Additionally,the-screw I provides an adjustment for controlling the volume of theidling charge and it is here noted that the proportions of air and fuelin such charge are controlled by the position of nozzle 90.

From the foregoing it is to be understood that when the means of theinvention is installed, a

definite idling charge is fed to the engine at all times when the latteris idling at or above that predetermined temperature for which thethermal elements 94 and 96 have been constructed or are set. Duringidling of the engine the throttle valve 38 substantially closes the jet4 l The fixed idling means of the invention provides for the idling ofthe hot engine at a normal idling speed. For the cold idle when tube 83is impressing a suction on jet 8! equal to ten to twenty inches, fuel isdrawn through the latter in considerable volume and to the vaporousmixture formed at 82, air is added at 92 and again at In to provide acharge sufficient to idle the engine at a speed above normal idlingspeed. However, when the engine reaches an operating temperature, thereis only the slight suction pressure (two inches has been suggested) dueto the resistance in tube 83 to draw fuel through jet 8| and only suchfuel is supplied as flows through said jet because of this slightsuction and the weight of fuel in the chamber i1. Thus it will beunderstood that tube 83, during idling of the engine, functions as apressure regulator to increase or decrease the flow of fuel throughrestriction II.

On acceleration there is an interval before the usual speed and powerjets come into operation. In the present arrangement this interval istaken care of by the jet ll. During idling, valve 38 is substantiallyclosedv and therefore, when it is opened to accelerate, a new source offuel is made available through jet 4| and/or any other. jets connectedtherewith and which might have been influenced by its action whereby totake care of between the idle and the high speed jet as they acceleratoris opened.

Having thus set forth the nature of my invention, what I claim is:

1. In a fuel feeding system for internal combustion engines, an intakepipe having a throttle valve therein, a port in said pipe at the engineside of said throttle valve, a carburetor supplying explosive mixture tosaid pipe at the side of said throttle valve opposite that at which theengine is located, said throttle valve when closed adapted tosubstantially completely out of! movement of mixture through the pipedirectly from said carburetor, and means for supplying an explosiveidling charge of constant richness to said port when said throttle valveis closed and for varying the volume of said charge in accordance withengine temperature.

2. In a fuel feeding system for internal combustion engines, an intakepipe, a throttle valve in said pipe, a port in said pipe at the engineside of said throttle valve, means for supplying an explosive mixture tosaid pipe at the side of said throttle valve opposite that at which theengine is located, means for first supplying a rich priming mixture andthen a large volume of idling mixture to said pipe through said portduring cranking and warming up of the engine respectively, and forreducing the feed of such mixture when the engine reaches operatingtemperature.

3. In a fuel feeding system for internal combustion engines, an intakepipe having a throttle valve therein, a port in said pipe at the engineside of said throttle valve, a carburetor supplying explosive mixture tosaid pipe at the side of said throttle valve opposite that at which theengine is located, said throttle valve when closed adapted tosubstantially completely cut of! movement of mixture through the pipedirectly from said carburetor, means for supplying an explosive idlingcharge of constant richness to said port when said throttle valve isclosed and for varying the volume of said charge in accordance withengine temperature, said last means including means for forming amixture of fuel and air at a point below the level of the liquid fuel insaid carburetor.

4. In a fuel feeding system for iniernal combustion engines, an intakepipe, a throttle valve in said pipe, a port in said pipe at the engineside of said throttle valve, means for supplying an explosive mixture tosaid pipe at the side of said throttle valve opposite that at which theengine is located, means for first supplying a rich priming mixture andthen a large volume of idling mixture to said pipe through said portduring cranking and warming up of the engine respectively and forreducing the feed of such mixture when the engine reaches operatingtemperature, said last means including means for forming a mixture offuel and air at a point below the level of the liquid fuel in saidcarburetor.

5. In a fuel feeding system for internal combustion engines, an intakepipe, a carburetor attached thereto and having a liquid fuel reservoir,means responsive to engine suction and temperature for supplying a richpriming charge of fuel and air to said intake pipe when the engine isbeing cranked while cold and for thereafter reducingthe richness andincreasing the volume of mixture fed the engine while idling cold.

' at a point below the level of liquid fuel in said bustion engines, anintake pipe having a throttle valve therein, a port in said pipe at theengine side of said throttle valve, means for sup-- plying explosivemixture to said pipe at the side of said throttle valve opposite that atwhich the engine is located, said throttle valve so constructed thatwhen closed, it substantially seals said pipe between the port and saidmeans, means to feed a fuel mixture to said port, and means to reducesaid, mixture on the engine reaching a predetermined temperature.

7. In a fuel feeding system for internal combustion engines, an intakepipe having a throttle valve therein, a port in said pipe at the engineside of said throttle valve, a carburetor for supplying explosivemixture to said pipe at the side of said throttle valve opposite that atwhich the engine is located, said throttle valve so constructed thatwhen closed it substantially seals said pipe between the port and saidcarburetor, means for supplying an-explosive idling charge to said port,said last means including a fitting di posed below the level of liquidfuel in said carburetor and connected with said fuel through a meteringorifice, said fitting having a connection for supplying air for mixturewith the liquid fuel passing through said orifice, a second'metering.

orifice, and means establishing a connection between said secondmetering orifice and said intake port at the engine side of saidthrottle valve whereby to supply to said pipe an idling charge of amixture including the liquid fuel supplied through the first meteringorifice and the air sup:- plied through said connection.

8. In a fuel feeding system for an internal combustion engine, an intakepipe, a carburetor attached thereto, a casing having a pair of passagestherein, a connection placing both of said passages in communicationwith the interior of said pipe, a valve in said casing and actuated bythe engine suction for regulating the connection between the pipe andone of said passageameans fo supplying a mixture of fuel and air to saidp ssage for movement through said connection to the pipe when the valveis open, a thermal means connectedwith said valve and cooperating withthe enginesuction in controlling movement of the valve toward closedposition and to hold the valve closed on theengine reaching an operatingtemperature, and means for supplying an idling charge of fixed volume.and richness through the other of said passages on the closing of saidvalve.

9. In a fuel feeding system for an internal combustion engine, an intakepipe, a carburetor attached thereto, a casing having a pair of passagestherein, a connection placing both of said passages in communicationwith the interior of said pipe, a valve in said casing and actuated bythe engine suction for regulating the connection between the pipe andone of said passages, means for supplying a mixture of fuel and air tosaid passage for movement through said connection to the pipe when. thevalve is open, a thermal means connected with said valve and cooperatingwith the engine suction in controlling move-' ment of the valve towardclosed position and to hold the valve closed on the engine reaching anoperating temperature, and means for supplying an idling charge of fixedvolume and richness through the other of said passages on the closing ofsaid valve, said last means including means for forming an explosivemixture of fuel and air carburetor.

-10. In combination with an internal combustion engine including a fuelintake pipe and a carburetor connected with said pipe, said carburetorincluding a power jet and second let throttle valve to augment thesupply of fuel and air fed the intake pipe from said other means duringacceleration of the engine from idling speed until said power jet beginsto function.

11. In combination with an internal combustion engine including anintake pipe and a carburetor for supplying explosive mixture to one endportion of said pipe, a throttle valve in said pipe and when closed,substantially completely closing off said end portion of said pipe fromthe engine, means to feed a priming charge at the engine side of saidthrottle valve and to feed an idling charge of mixture to the said pipeat the engine side of the throttle valve when the engine is'cold, heatresponsive means for decreasing the volume of such idling charge whenthe engine.

priming mixture and then -a large volume of idling mixture to said pipethrough said port during cranking and warming up of the enginerespectively and for reducing the volume of such mixture when the enginereaches operating temperature. e

13. In a, fuel feeding system for an internal combustion engine, anintake pipe, a carburetor connected for supplying explosive mixture tosaid pipe, said carburetor including-means for supplying an explosiveidling charge of constant richness to said pipe and for varying thevolume of said charge in accordance with engine temperature, and saidlast means including means for forming a mixture of fuel and air at. apoint belowthe level of the liquid fuel in said carburetor.

14. In a fuel feeding system for internal combustion engine, an intakepassage, a carburetor, said carburetor including means for supplying anexplosive idling charge of constant richness to said pipe and forvarying the volume of said charge in accordance with engine temperature,and said last means including means for forming a mixture-of fuel andair at a point below the level of the liquid fuel in said carburetor.

15. In a fuel feeding system for an internal combustion engine, anintake passage, a liquid fuel reservoir, means for supplying anexplosive idling charge of constant richness to said passage and forvarying the volume of said charge in accordance with engine temperature,said last means including means for taking fuel from said reservoir andforming mixture of such fuel and said. means comprising a restrictionfor taking fuel from the liquid fuel chamber of said carburetor, andmeans to apply and increase and decrease a suction pressure on saidrestriction in accordance with the temperature of the engine.

17. In a fuel feeding system for internal combustion engines, an intakepipe, a carburetor connected for supplying explosive mixture to saidpipe, a throttle valve between said carburetor and engine, means tosupply explosive mixture to said pipe at the engine side of saidthrottle valve, said means comprising a restriction for taking fuel fromthe liquid fuel chamber of said carburetor, means to apply and increaseand decrease a suction pressure on said restriction in accordance withthe temperature of the engine, and means to mix air with the fuel sotaken from said float chamber of the carburetor and to control thevolume of such air in accordance with the suction pressure applied tosaid restriction.

18. In combination with an internal combustion engine including a fuelintake pipe and a carburetor connected with said pipe, said carburetorincluding a power Jet and a second jet operative to feed fuel to theintake pipe while the engine is operating at a speed below that at whichsaid power let begins to feed fuel to said pipe, a. throttle valve insaid pipe and when closed serving to substantially cut oif the feed ofsaid pipe at the engine side of said throttle valve,

structed that when closed it substantially seals said pipe between theport and said carburetor, means for supplying an explosive idling chargeto said port, said last means including a passage and an orificedisposed below the liquid fuel level of the carburetor for gravity feedof liquid fuel to said passage, and means comprising a connectionbetween said passage and said port for circulating air through saidpassage to form a mixture with said fuel and supply the same to saidport.

21. The combination as in claim 20 including means controlling the airflow through said passage whereby under predetermined conditions suchair flow is increased to increase the flow of fuel through said orifice.

22. 'I'he combination as in claim 20 including means to increaseand'decrease the flow of air through said passage in accordance with thetemperature of the engine.

23. Thecombination as in claim 20 including means to increase anddecrease the flow of air through said passage in accordance with thespeed of said engine.

24. In a carburetor including a throttle valve, various speed and powerjets in said carburetor, an idle charge feeding means independent ofsaid throttle valve, another Jet, said throttle valve when closedsubstantially sealing said speed and power jets and said other jet, andsaid other jet located to be progressively exposed as the throttle valveis opened to feed an increased charge to take care of the of! idleprogression of an engine being fed by the carburetor.

25. In a fuel feeding system for an internal combustion engine, anintake pipe having a fuel from both said jets to the intake pipe, othermeans for forming a mixture of fuel and air at a point below the levelof the liquid fuel in said carburetor and for supplying the same as anexplosive idling charge to said pipe at the engine side of said throttlevalve, and said second Jet arranged to become immediately operative oninitial opening of said throttle valve to augment the supply of fuel andair fed the intake pipe from said other means during acceleration of theengine from idling speed until said power jet begins to function.

19. In a fuel feeding system for internal combustion engines, an intakepipe having a throttle valve therein, a port in said pipe at the engineside of said throttle valve. a carburetor for supplying explosivemixture to said pipe at the side of said throttle valve opposite that atwhich the engine is located, said throttle valve so constructed thatwhen closed it substantially seals said pipe between the port and saidcarburetor, means for forming a mixture of fuel and air at a point belowthe level of the liquid fuel in said carburetor and for feeding saidmixture to said port, and means to reduce said mixture on the enginereaching a predetermined temperature.

20. In a fuel feeding system for internal combustion engines, an intakepipe having a throttle valve therein, a port in said pipe at the engineside of said throttle valve, a carburetor for supplying explosivemixture to said pipe at the side of said throttle valve opposite that atwhich the engine is located, said throttle valve so conthrottle valvetherein, a port in said pipe at the engine side of said throttle valve,a carburetor for supplying explosive mixture to said pipe at the side ofsaid throttle valve opposite that at which the engine is located, saidthrottle valve so constructed that when closed it substantially sealssaid pipe between the port and said carburetor, means for supplying anexplosive idling V charge to said port, said means including a passagebelow the level of liquid fuel in the carburetor and connected with saidfuel through a metering orifice, means for supplying air for mixturewith the liquid fuel passing through said metering orifice, a secondmetering orifice, means establishing a connection between said secondmetering orifice and said intake port at the engine side of the throttlevalve whereby to supply to said pipe an idling charge of a mix-,

' ture including the liquid fuel supplied through 26. Means forproviding excess fuel for starting an internal combustion engine and forsupplying an idling charge when the engine reaches an operatingtemperature comprising a passage including a hollow valve for passing anexplosive mixture to the engine, responsive to auction, a thermostat forclosing said valve when the engine reaches a predetermined operatingtemperature, and means including a portion of said passage and a by-passaround said valve then operable to feed an idling charge to the engine.

LESTER H. MESSINGER, JR.

